Flight technical control management for an unmanned aerial vehicle

ABSTRACT

Two architectures for unmanned aerial vehicles (UAVs) and a method for executing a mission plan are provided. One architecture for a UAV includes a flight command and mission execution (FCME) component making strategic decisions, a flight technical control manager (FTCM) making tactical decisions and a vehicle management system (VMS) providing navigational support. The FCME and FTCM execute on one processor and the VMS executes on a separate processor. The second architecture includes redundant processors for executing the FCME and FTCM as well as redundant processors for executing the VMS. The UAV executes a mission plan, which may include flight plan(s), communication plan(s), weapons plan(s), sensor plan(s), and/or contingent flight plan(s). The UAV may control various optical sensors, training sensors, and lights as well.

GOVERNMENT LICENSE RIGHTS

The United States Government has acquired certain rights in thisinvention pursuant to Contract # W56 HZV-05-C-0724, awarded by the USArmy Tank—Automotive and Armaments Command.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention relates to the field of software architecture. Moreparticularly, this invention relates to modular software architectureorganized by layers and segments which can be applied to systems whichcontain multiple domains or functionality, such as unmanned aerialvehicles (UAVs).

2. Background

The military, police, rescue, scientific, and commercial communities useunpiloted aircraft, such as UAVs. One definition of a UAV is an unmanneddevice capable of controlled, sustained, and powered flight. As such,the designs of UAVs consist of aircraft of various sizes, capabilities,and weights. A typical UAV consists of a propulsion device, such as anengine, a navigation system, one or more payload sensors, communicationequipment, and possibly cargo. The sensors may provide information to aground observer about the terrain the UAV overflies, such as videoinformation about a lost hiker in a rescue application, information fromlaser and/or biological sensors about environmental conditions in ascientific or security application, or a combination of video, laser,biological and other sensors concerning battlefield conditions in amilitary application. The cargo may be munitions, food, medicine, and/orother goods depending on the mission of the UAV. As technology improves,the design of the UAV may change to integrate new and/or improvedsensors, navigation systems, propulsion devices, and the like.

As the UAV is unmanned, computer software executing on one or moreprocessors aboard the UAV partially or completely controls the UAV. Thecomputer software may control the various functions performed by theUAV, perhaps with the aid of the ground observer.

SUMMARY

A first embodiment of the invention provides an aerial vehicle. Theaerial vehicle includes a processing unit, data storage, andmachine-language instructions. The machine-language instructions arestored in the data storage and are executable by the processing unit toperform functions. The functions include: (a) receiving a mission plan,which includes a flight plan, (b) validating the mission plan, (c)executing the mission plan by at least directing the aerial vehicle totravel along a flight plan of the mission plan, (d) determining acurrent location of the aerial vehicle is outside the flight plan, and(e) responsively executing a contingent flight plan.

A second embodiment of the invention provides an aerial vehicle. Theaerial vehicle includes a first redundant processing unit, a first datastorage and first machine language instructions. The first redundantprocessing unit includes a first processor and a second processor. Thefirst machine-language instructions are stored in the first data storageand executable by at least one processor of the first redundantprocessing unit to perform first functions. The first functions include:(a) receiving a mission plan that includes a flight plan and acontingency plan, (b) validating the mission plan, (c) executing themission plan based on the flight plan, and (d) synchronizing the firstprocessor and the second processor.

A third embodiment of the invention provides a method for executing amission plan. The mission plan is received at an aerial vehicle. Themission plan includes a flight plan, a sensor plan, a communicationplan, a contingency flight plan, and a weapon plan. The mission plan isdetermined to be valid. In response, a notification is sent indicatingthe mission plan is valid. The mission plan is loaded into one or moreprocessors of the aerial vehicle. At least part of the mission plan isexecuted.

BRIEF DESCRIPTION OF THE DRAWINGS

Various examples of embodiments are described herein with reference tothe following drawings, wherein like numerals denote like entities, inwhich:

FIG. 1 shows an example UAV, in accordance with embodiments of theinvention;

FIG. 2 shows an example aerial vehicle control system, in accordancewith embodiments of the invention;

FIG. 3 shows an example architecture for the example aerial vehiclecontrol system, in accordance with embodiments of the invention;

FIG. 4 shows an example aerial vehicle control system with redundantcomponents, in accordance with embodiments of the invention;

FIG. 4A shows an example block diagram of redundant FTCMs and VMCs, inaccordance with embodiments of the invention;

FIG. 5 shows an example architecture for an aerial vehicle controlsystem with redundant components, in accordance with embodiments of theinvention;

FIG. 6 is a block diagram of an example computing device, in accordancewith embodiments of the invention; and

FIG. 7 is a flowchart depicting an example method for executing amission plan, in accordance with embodiments of the invention.

DETAILED DESCRIPTION

The present invention includes methods and apparatus for controlling aUAV. The UAV may provide a networked situational awareness capability toa military unit, such as a platoon or a division. The UAV may secureareas and/or provide reconnaissance, surveillance, and targetacquisition (RSTA).

UAV control may reside both on board the aircraft and on the ground. UAVcontrol may include a strategic or “command and mission execution” (CME)component and a tactical or “technical control manager” (TCM) component.The CME component provides high level control and may be shared betweena ground CME (GCME) residing with ground control and an on-board or“flight” CME (FCME), residing on the UAV. The TCM component may includeboth ground and flight components or may just have a flight TCM (FTCM)component.

The FTCM may provide tactical control of the UAV while the FCME and GCMEmay provide strategic control. As such, the GCME is the main controllerfor the air vehicle; it provides mission management (i.e.,communication, sensor, and mission plan management) for the UAV viacommands to the FCME and/or FTCM. The FTCM may process the commandsdirectly or may pass the commands through to other vehicle components.The FTCM has the ability to support commands through critical andnon-critical paths for message priority and security.

The UAV may be equipped with sensors and cameras that provide real-timedata to the ground control. In addition, the UAV may be equipped withweapons, such as rockets or bombs. Ground control may remotely launchthe UAV's weapons in real time. The UAV may be configured to be carriedby one or more platforms (e.g., vehicles) or persons (e.g., soldiers orpolice officers). The UAV may be carried by one or more dismountedpersons in a protective transportation container that protects thesystem from natural and induced environments.

The FTCM may provide a variety of services and interfaces within andexternal to the UAV, such as mission plan services, sensor management,and configuration utilities. The FTCM may enable loading of missionplans (e.g., flight plans, contingency flight plans, communicationplans, rate commands, and/or sensor plans) from the ground control, andverify that a loaded mission plan is valid. For example, a mission planmay include one or more flight plans, each with a list of one or morewaypoints, timing requirements, sensor plans, and/or weapons plans. Thewaypoints and timing requirements may indicate where and when,respectively, the UAV should be to achieve a mission set forth by themission plan. A sensor plan, communications plan, or a weapons plan mayindicate how sensors, communication equipment, or weapons aboard theUAV, respectively, should be deployed during the mission.

While on a mission, the FTCM may ensure compliance with the missionplan, by continuously verifying that the current location of the UAV isaccording to plan. The FTCM may issue commands to communicate with theground control (e.g., the GCME) and/or other vehicles during the missionbased on the communication plan. The FTCM may also monitor theperformance and health of the UAV during the mission. As part of thecommunication plan or otherwise, the FTCM may provide information aboutthe health of the UAV and/or components of the UAV to the GCME, perhapsas part of a health report. The FTCM may utilize navigational sensors todetermine the current location, velocity and/or acceleration of the UAV.Vehicle management system (VMS) software and/or hardware may navigatethe UAV. The VMS may manage navigation sensors and provide navigationaldata to the FTCM.

The VMS and FTCM may share computer-hardware resources, such as one ormore processors or memory, or may utilize separate computer-hardwareresources. In some embodiments, the FTCM and/or the VMS may haveredundant processors; that is, the FTCM may execute software on one ormore active or “primary” processors and have one or more “secondary”processors available to run FTCM software in case the primaryprocessor(s) fail. A similar primary/secondary designation and operationof redundant VMS processors may be used as well.

The FTCM may receive instructions to adhere to a new mission plan or tochange portions of the current mission plan while in operation. Theinstructions and changes may be communicated from ground control via theGCME, to the FCME, and then to the FTCM. The FCME may provideinstructions autonomously to the FTCM as well. Upon receiving theinstructions/changes from the FCME/GCME, the FTCM may issue commands tosensors and/or navigational systems (i.e., the VMS) to change sensordeployment and/or course in accordance with (now current) mission plan.

Software developed for use aboard the UAV (e.g., software components ofthe FTCM, the FCME, and the VMS) and/or for use by ground control may bedesigned according to a segmented and layered architecture that providesa framework for well-designed software that promotes loose couplingbetween “software entities”. Example software entities are softwareobjects, modules, functions, subroutines, code, computer data, dataobjects, databases, and/or data structures. An example segmented andlayered architecture for UAV development is disclosed in U.S. patentapplication No. 12/331,274 entitled “Modular Software Architecture foran Unmanned Aerial Vehicle” and filed on Dec. 9, 2008 (“the '274Application”), which is incorporated by reference for all purposes. U.S.patent application No. 12/331,274 published as U.S. patent applicationPublication No. 2010/0145556 by Christenson et al. on Jun. 10, 2010.

The division of different software and hardware components for strategic(i.e., GCME/FCME), tactical (i.e., FTCM), and navigational control(i.e., VMS) provides several advantages. This division allows forconcentration and specialization of resources within each area, as wellas clear-cut responsibilities within each component. This divisionallows for well-defined interfaces between components, which allows forgreater parallelism during software and hardware development. Thewell-defined interfaces provide isolation for data and control criticalto the safety of the UAV. By use of well-defined interfaces and variouscomponents of the mission plan (e.g., flight plans, weapons/sensorplans, and communications plans), vehicle control, payload control, andcommunication control are separated, allowing for ready updating andfault isolation for each of the components and/or well-definedinterfaces. Also, software (or hardware) components may be replacedwithout affecting other components as long as the well-definedinterfaces are enforced. The ability to replace components individuallyeases the process of updating components for maintenance, growth, and/orthe addition of new technology.

The herein-described invention may be applicable to other devices orvehicles as well, such as but not limited to unmanned ground vehicles(UGVs), ground vehicles, manned aerial vehicles, manned or unmannednaval vessels, and/or semi- or completely-automated machinery (e.g.,some or all of the components in a factory).

An Example UAV

Turning to the figures, FIG. 1 shows an example UAV 100, in accordancewith embodiments of the invention. FIG. 1 shows the UAV 100 with anelectrical system 110, propulsion units 120, 122, and 124, a flightmanagement system 130, a navigation system 140, a data link system 150with an antenna 152, payload sensors 162 and 164, a body 170, andlanding gear 172.

The electrical system 110 may include various electrical/electronicdevices and equipment to provide and monitor the flow of electricitythroughout the UAV 100. One example set of devices are the lights 112.Other example electrical/electronic devices and equipment include, butare not limited to, wires, cables, switches, lights, electrical devices(e.g. capacitors, inductors, diodes, transistors, etc.), light emittingdiodes (LEDs), power devices (such as generators and/or batteries),electrical sensors, fuses, and/or circuit breakers. The electricalsystem 110 may also include a control panel as well for monitoring andcontrolling the electrical system 110. The electrical system 110 mayinclude other electrically-powered devices, such as (but not limited to)anti-collision lights and battery charging/monitoring circuitry.

The propulsion units 120, 122, and 124 may provide power to move the UAV100. The propulsion units may include one or more engines, fans, pumps,rotors, belts, and/or propellers. One or more engine control units(ECUs) may control the propulsion units 120, 122, and 124. For example,an ECU may control fuel flow in an engine based on data received fromvarious engine sensors, such as air and fuel sensors. The propulsionunits 120, 122, and 124 may have one or more fuel tanks, one or morefuel pumps to provide the fuel from the fuel tank(s) to the propulsionunits 120, 122, and 124, and/or one or more fuel controllers. Thepropulsion units 120, 122, and 124 may also include one or more fuelsensors 126 to monitor fuel levels of the fuel tank(s).

The flight management system 130 may provide flight planning, flightguidance, and flight controls functionality for the UAV 100, akin to thecontrol provided by a human pilot in a manned aircraft. The flightmanagement system 130 may include flight control algorithms and/orservos (electro-mechanical devices) that manipulate variousflight-control surfaces of the UAV 100. For example, one or more servosmay control a rudder or aileron(s) of the UAV 100. The flight managementsystem may include a throttle control mechanism, instead or as well.

The navigation system 140 may provide navigational data, including dataabout nearby aircraft, to the UAV 100. The navigation system 140 mayinclude location devices for the UAV 100, such as, but not limited to,magnetometers, gyroscopes, lasers, Global Positioning System (GPS)receivers, altimeters, inertial navigation units, ground proximitysensors, and other navigation components. The location devices mayinclude additional sensors to provide additional data about theenvironment for the UAV 100, such as pressure sensors, thermometers,and/or other environment sensors.

The data link system 150 may permit communication between the UAV 100and other devices or vehicles. For example, the data link system 150 maypermit communication with other UAVs in use at the same time as the UAV100. The data link system 150 may permit communication with one or moreground control devices as well. The data link system 150 may use one ormore wireless communication devices, such as an antenna 152, forcommunication. In an alternative not shown in FIG. 1, the data linksystem 150 may use one or more wired communication devices, such asEthernet cables, ports, and/or cards, perhaps while the UAV 100 istethered to the ground. The data link system 150 may include one or more(ports for) removable and/or down-loadable storage devices. Theremovable and/or down-loadable storage devices may store data such as,but not limited to, telemetry and sensor data (e.g., video data, audiodata, images, and/or collected data on sensor readings).

The UAV 100 may be equipped with a payload including payload sensors 162and 164. The payload sensors 162 and 164 may include video sensors, suchas cameras, laser designators, chemical sensors, biological sensors,smoke detectors, radiation detectors, electromagnetic wave detectors,and other payload sensors. The UAV 100 may be configured so that thepayload sensors 162 and 164 may change between missions as well. Forstructural support and other reasons, the UAV 100 may have a body 170and landing gear 172.

The shapes of the body 170 and/or landing gear 172 shown in FIG. 1 areexamples only and may vary. For example, the body 170 may have anaerodynamic shape, such as found in a body of a conventional mannedaircraft. The landing gear 172 may or may not have controls, such ascontrols that allow the landing gear 172 to be retracted into the body170.

An Example Aerial Vehicle Control System

FIG. 2 shows an example aerial vehicle control system 200, in accordancewith embodiments of the invention. The aerial vehicle control system 200includes an aerial vehicle 210 (e.g., a UAV) and a ground control 270.The aerial vehicle 210 includes a processor unit 220 with a port 240, avehicle management system (VMS) 250, optical sensors 260, a video unit262, and a UAV radio 264. The processor unit 220 may be configured toexecute flight management software, such as but not limited to, a flighttechnical control manager (FTCM) 230, a flight command and missionexecution (CME) component 232, a flight network software (FNS) component234, middleware software (MS/W) 236, and a flight sensor manager (FSM)238.

The FSM 238 may provide the FTCM 230 with an interface to opticalsensors 260 and/or video unit 262. Data destined for the FTCM 230through and to the optical sensors 260 and/or video unit 262 may besent/received via the FSM 238; the data may include but is not limitedto sensor control and status information.

The FTCM 230 may receive critical vehicle control and status informationfrom the VMS 250 via a native connection. Where possible, point-to-pointcommunication provided by middleware software 236 may be used as acommunication mechanism between the entities of aerial vehicle controlsystem 200.

The FNS component 234 may provide an interface and/or support fornetwork services, such as but not limited to,configuration/Reconfiguration of radios, status monitoring (perhaps inconjunction with middleware software 236), and network communicationservices, such as point-to-point connections, (priority-based) packetrouting services (e.g., secure or critical path routing),quality-of-service (QoS) monitoring, and/or remote operation and/orsupervision of the aerial vehicle. The FNS component 234 may enableestablishment and maintenance of a number of pathways, such pathwaysdescribed below with respect to FIG. 3.

Middleware software 236 generally may provide interfaces betweenapplication software and the operating system (e.g., as shown in FIGS. 3and 5). With regard to FIG. 2, the middleware software 236 may providethe FTCM 230 with interfaces for Communication Services (using a NetworkSoftware library), to perform checkpoints, obtain checkpoint status andgeneral system services. Middleware software 236 may be able toprioritize one or more messages and thus set up communications pathwaysof differing priorities, such as described below with respect to FIG. 3.

The vehicle management system 250 may include a vehicle managementcontroller (VMC) 252, one or more navigation sensors 254, trainingsensors 256, and/or lights 258. The navigation sensors 254 may includeone or more sensors to provide data used in navigating the aerialvehicle 210, but are not limited to, global positioning system (GPS) orother sensors equipped to receive and/or process navigation signals(perhaps received from one or more ground control devices, other UAVs,and/or satellites), dead-reckoning devices, (laser) rangefinders,inertial guidance sensors (e.g., gyroscopes), compasses, radar emitterand/or detectors, sound sensors, meteorological/environmental sensors(e.g., temperature and/or wind sensors), and/or image processing (e.g.,feature and/or landmark detection) systems. The navigational sensors mayprovide data such as, but not limited to, a current location, velocity,and/or acceleration of the aerial vehicle 210, location(s) of nearbyvehicle(s), and/or atmospheric conditions. The training sensors 256 mayinclude, but are not limited to, Multiple Integrated Laser EngagementSystem (MILES) sensor(s) and/or laser designator(s). The lights 258 mayinclude one or more lights suitable for various purposes (i.e.,anti-collision lights, ground illumination, illumination for videosensors) and may utilize any suitable lighting technology (e.g.,incandescent bulbs, fluorescent lighting, light emitting diodes (LEDs),liquid crystal display (LCD), and halogen lighting).

The optical sensors 260 may include sensors configured to observevarious frequencies and types of light, such as but not limited to,visible light, infra-red, ultra-violet, X-rays, microwaves, laser light,and/or electromagnetic pulses. The optical sensors 260 may include oneor more still cameras, video cameras, and/or specializeddetectors/sensors (e.g., X-ray detector, EMP sensor, and/or laserdetectors). The optical sensors 260 may also include one or more lasers,perhaps used in one or more laser range finders and/or for trainingpurposes. One or more of the optical sensors 260 may be mounted ingimbal(s) that permit rotation along one or more degrees of freedom.

The video unit 262 may be configured to receive video or other data fromone or more sensors aboard the aerial vehicle 210 (e.g., optical sensors260), process the video/other data, and then record and/or output theprocessed (or unprocessed) video/other data. Processing of video/otherdata may include, but is not limited to, use of compression,decompression, image processing, image enhancement, and/or locationdetermination techniques. The video unit 262 may include one or morevideo storage devices (e.g., random access memory, flash memory, anddisk storage) for storing compressed and/or uncompressed video and/orother data. The UAV radio 264 may be a radio transceiver configured tocommunicate with one or more other radios. In particular, the UAV radio264 may be configured to communicate with one or more ground controlradios, such as ground control radio 290.

The ground control 270 may include a controller 280 and the groundcontrol radio 290. The controller 280 may include software, such as, butnot limited to, ground command and mission execution (GCME) software282, ground network software (GNS) 284, and ground sensor management(GSM) software 286. One or more computing devices, such as describedbelow with respect to FIG. 6, or other computing device(s)/CPUs may actas the controller 280.

The GCME 282, GNS 284, and GSM 286 may perform similar functions for theground control 270 that the corresponding FCME 232, FNS component 234,and FSM 238 respectively perform for the aerial vehicle 210. Note thatthe FSM 238 may manage video stream data, perhaps by sending one or morevideo streams to the GSM 286 without interaction with the FTCM 230.

The ground control radio 290 may be a radio transceiver configured tocommunicate with one or more other radios, including the UAV radio 264.The ground control 270 may use the ground control radio 290 to sendcommands and/or data to the aerial vehicle 210. In addition, the groundcontrol radio 290 may receive sensor and/or other data from the aerialvehicle 210.

Example Functionality of the Flight Technical Control Manager

As shown in FIG. 2, the FTCM 230 may provide a number of controls andservices for the aerial vehicle control system 200. These controls andservices may include, but are not limited to, integrated-platform mode(IPM) control, health/telemetry services, mission plan loading, maneuverconstraint checks, contingency controls and execution monitoring, atraining pass through, sensor controls and services (i.e., lightcontrols, fuel consumption and monitoring via fuel sensors, support forsensor commands, and for sensor/vehicle field of view (FOV) tracking),platform commands and status information including vehicle handoff, andsupport for a render useless commands. In addition, the FTCM 230 mayprovide pass-through functionality for the FCME 232 and/or GCME 282;that is, route commands from the FCME 232 and/or GCME 282 to theappropriate destinations and route data from the destinations to theFCME 232 and/or GCME 282.

Integrated-platform mode control may include changing modes as directedby the FCME 232 and/or GCME 282, reporting mode information, verifyingmode changes, and preventing invalid mode changes. The FTCM 230 mayreport current platform operating mode and current integrated-platformmode information to the GCME 282. The FTCM 230 may prevent unintendedintegrated-platform mode transitions by validating any commands input tothe aerial vehicle control system 200, ensuring the commands areappropriate for the current integrated-platform mode, and disablinginvalid integrated-platform mode transitions. For example, this preventsunintended activation of a maintenance command during operationalflight. Example integrated-platform modes are: integrated-platform-safemode, integrated-platform-maintenance mode, integrated-platform-trainingmode, and integrated-platform-operational mode. Otherintegrated-platform modes are possible as well. Theintegrated-platform-safe mode may accept a configuration command(s) asappropriate, the integrated-platform-maintenance mode may acceptconfiguration and maintenance command(s) as appropriate, theintegrated-platform-training mode may accept a subset of all operationalcommands as appropriate, and the integrated-platform-operational modemay accept all operational commands as appropriate.

For health services, the FTCM 230 may monitor internal health, statusand/or faults of the aerial vehicle control system 200, including theFNS component 234, middleware software 236, FSM 238 and/or VMS 250 andreport the internal health, status and/or faults to the FCME 232 and/orGCME 282. The health report may include availability information, suchas whether a component is active, inactive but available or out ofservice. The health report may include fault-related data such a faultcount or rate information, debugging information, fault severity data.The health report may include availability information and/orfault-related data on a vehicle-wide or component-by-component basis.The health report may include logistical information about the vehicle,such as but not limited to fuel and weapon amounts, power levels,battery levels, and/or sensor-related logistical information. Differinghealth reports may include different amounts of data; for example, a“heartbeat” report may indicate the vehicle and/or major components areavailable, while a detailed health report may include detailedfault-related data and/or logistical information. The FTCM 230 maygenerate health reports for periodic communication (e.g., once a minutefor a heartbeat report), upon request from the ground control, accordingto a mission plan/communication, and/or using other criteria.

The FTCM 230 may support process monitoring and recovery techniques.Checkpoints provided by middleware software 236 may record informationassociated with a given process to ensure recall of states and statusinformation of the given process if the given process fails. The FTCM230 may user services provided by middleware software 236 to verify aheartbeat associated with other services, and report any problems to theFCME 232 and/or GCME 282, perhaps as part of a health report. Inaddition, the FTCM 230 may send a heartbeat signal to the FCME 232and/or GCME 282 to indicate the FTCM 230 is active.

For telemetry services, the FTCM 230 may send messages containingtelemetry data that includes flight status, VMS status and pre-flightstatus. Sensors, such as navigation sensors 254 and/or optical sensors260, may provide the telemetry data to the FTCM 230. The telemetry-datamessages may be part of a standard operational message set. The VMS 250may provide the telemetry-data messages to the FTCM 230. Thetelemetry-data messages may be in a standard format, such as the JointArchitecture for Unmanned Systems (JAUS) format. The telemetry-datamessages also may not be in JAUS format, and thus may requiretranslation to/from JAUS format.

The FTCM 230 may manage the telemetry data and report it to the FCME 232and/or GCME 282. In addition to telemetry data, the FTCM 230 may captureengineering flight test data. An engineering ground station (not shown)may monitor the engineering flight test data. The engineering flighttest data may include modes and states of the aerial vehicle 210,mission plan monitoring data, and other necessary FTCM-relatedfunctionality data. Capture and monitoring of engineering flight testdata may support debugging and system characterization duringdevelopment and may be removed either during a development cycle or ofthe aerial vehicle 210 or upon final delivery of the aerial vehicle 210.

The FTCM 230 may enable the aerial vehicle 210 to be flown eithermanually (e.g., as instructed by the ground control 270) orautonomously. During either manual or autonomous flight, the FTCM 230may support maneuver constraints of a flight plan. The FTCM 230 mayconstantly monitor the aerial vehicle 210 to ensure the aerial vehicle210 remains within current airspace constraints. The FCME 232 and/orGCME 282 may provide critical path geometric flight boundary constraintsas part of the flight plan to the FTCM 230. The FTCM 230 may receiveincremental updates to the mission plan (including the flight plan)during mission execution. The FTCM 230 may validate incomingconstraints, determine which incoming constraints are acceptable orinvalid and/or incorporate only acceptable constraints for the currentmission. The FTCM 230 may notify the FCME 232 and/or GCME 282 aboutinvalid constraints. If the aerial vehicle 210 breaches one or moreflight plan constraints, the FTCM 230 may alert the FCME 232 and/or GCME282.

The FTCM 230 may support loading of one or more mission plans from theFCME 232 and/or GCME 282. Each mission plan may include, but is notlimited to, one or more flight plans, contingency plans, communicationsplans, sensor plans, and/or weapons plans. The flight plans and/orcontingency plans may comprise one or more waypoints and/or one or moremaneuver constraints. Each waypoint may be a location or area specifyingan intermediate or final destination for the aerial vehicle during themission and may be specified using two-dimensional (e.g.,latitude/longitude, map grid points, roadway intersections, etc.) orthree-dimensional coordinates (e.g., each of the above two-dimensionalcoordinate examples with an elevation coordinate as well). Each maneuverconstraint may specify one or more boundaries for the aerial vehicleduring the mission plan, one or more minimum or maximum speed limits,and/or one or more sub-flight plans (e.g., constraints within confinedairspace or restrictive terrain). The contingency plans may include, butare not limited to, alarm information, command information, and/orcontingency flight plans. The communications plans may include, but arenot limited to, information to be communicated, times and devices forcommunication, communication identification information (e.g., deviceaddresses such as but not limited to fully-qualified domain names(FQDNs), medium-access control (MAC) or Internet Protocol (IP)addresses), communication frequencies, security information (e.g.,encryption/decryption keys, lists of supported security protocols forsecurity negotiation). Many other components to a mission plan arepossible as well.

The FTCM 230 may first receive the mission plan(s) from the FCME 232and/or GCME 282. Upon reception of the mission plan(s), the FTCM 230 mayprovide the mission plan(s) to the VMS 250 and may ensure proper loadingof the mission plan(s). After verifying the one or more mission planshave been properly loaded, the FTCM 230 may send a notification messagespecifying mission plan acceptance to the FCME 232 and/or GCME 282. TheFTCM 230 may copy the one or more mission plan(s) as well. The FTCM 230may translate part or all of a given mission plan (including flightplan(s) and/or contingency flight plan(s)) to enable a control interfaceof the VMS 250 to execute the mission plan.

The FTCM 230 may perform contingency constraint checking in the contextof implementing one or more contingency flight plans in the missionplan(s). The aerial vehicle 210 may invoke one or more contingencyflight plans under specified conditions (discussed below). The FTCM 230may interface with FCME 232, GCME 282, and/or the VMS 250 to implementthe contingency capabilities. In this context, the FTCM 230 may commandthe VMS 250 to trigger a contingency behavior, such as land, hover,continue flight plan, and fly to a rally point.

Contingency behaviors can be invoked in several ways: (1) the FCME 232and/or GCME 282 may provide a contingency command to the FTCM 230 whichin turn commands the VMS 250 to execute a contingency behavior, (2) theFTCM 232 may detect a condition (such as loss of communication withground control 270) that requires a contingency behavior and commandsthe VMS 250 to execute a contingency behavior, (3) the FTCM 230 and theVMS 250 lose communications and the VMS 250 executes a contingencybehavior, and (4) a flight condition requires a contingency behavior.Some of the flight conditions that may require a contingency behaviorinclude: (a) airspace constraint corridor violations, (b) insufficientfuel thresholds, (c) receiving an excessive number of invalid commandsfrom the FCME 232 and/or or GCME 282 (i.e., determining that the numberof invalid commands received, perhaps during a period of time, exceeds athreshold, such as more than two invalid commands within one minute),(d) failure of safety critical processes, (e) loss of contingencymanagement capability, (f) loss of communication with a controller(including manual control), and/or (g) invalid flight plan informationreceived including missing contingency plans.

The FTCM 230 may monitor execution of the mission plan by the aerialvehicle 210 and provide vehicle-flight status back to FCME 232 and/orGCME 282. The FTCM may perform monitoring continuously, periodically,upon request, or under some other conditions. The FTCM 230 may providevehicle-flight status during any flight phases and during either manualor autonomous flight.

The FTCM 230 may monitor the current location of the aerial vehicle 210relative to boundaries provided by the flight plan(s) in the missionplan(s). If the current location of the aerial vehicle 210 is within athreshold distance of any flight-plan boundary and/or crosses anyflight-plan boundary, the FTCM 230 may execute a contingency behaviorand/or send feedback to the ground control 270 via UAV radio 264.

The FTCM 230 may determine if the various sensors aboard the aerialvehicle 210 (e.g., optical sensors 260 and/or video unit 262) areoperating in accordance with sensor plan(s) of the mission plan. TheFTCM 230 may receive the sensor plan(s) as part or all of the missionplan(s) and send the sensor plan(s) to a sensor manager (not shown inFIG. 2) to control the sensors while the mission plan is executed. TheFTCM 230 may send the flight plan(s) of the mission plan(s) to VMS 250to control the location of the aerial vehicle 210 (i.e., fly the UAV) inaccordance with the flight plan. The FTCM 230 may parcel out requiredfunctionality of the mission plan, coordinate on-board managers of theflight plan and/or sensor plan, verify the aerial vehicle 210 isexecuting the mission plan, and direct the execution of contingencybehaviors as need.

For example, a flight plan component of the mission plan may instructthe UAV to fly to 43° 51.3′ N/99° 12.7′ W at 1645 Zulu time on themission date via a waypoint at 43° 51.293′ N/99° 12.665′ W. At 1645Zulu, a communication plan may instruct the UAV to provide a healthreport of the UAV to a ground control at address gc 1.honeywell.comusing a previously determined AES 128-bit key. Then, a sensor plan ofthe mission plan may indicate that the UAV should activate an infraredsensor at 1646 Zulu. The mission plan may have contingency plan, missionplan and/or weapons plan components that instruct the UAV to fire Weapon#1 if the reading of the infrared sensor indicates a temperature of aheat source directly below the UAV exceeds a threshold amount.

The FTCM 230 may provide support for shutdown commands for an engine ofthe aerial vehicle 210 and/or the entire aerial vehicle 210, includingproviding safety interlocks to prevent unintended vehicle shutdown.

The FTCM 230 may support a pass-through capability for training When theaerial vehicle 210 is in the integrated-platform-training mode, the FTCM230 will interface between FCME 232 and/or GCME 282 and the VMS 250.Training support may include the recording of training data innon-volatile memory, providing a pass-through for status informationfrom the training sensor 256 to FCME 232 and/or GCME 282, and theability to change the integrated-platform mode to and from theintegrated-platform-training mode, thereby enabling or disablingon-board training systems such as the training sensor 256. Thepass-through provided by the FTCM 230 may include forwarding trainingdata to a training controller on the ground for processing. The trainingcontroller may be part of controller 280 and may determine hit/killinformation based on the training data.

As part of the sensor controls and services, the FTCM 230 may provideFCME 232 and/or GCME 282 with an interface to the optical sensor 260 andthe video unit 262 via the FSM 238. The FTCM 230 may pass-through sensorcommands received from the FCME 232 and/or GCME 282 to the FSM 238 andmay provide sensor command status from the FSM 238 to the FCME 232and/or GCME 282.

Specifically, the FTCM 230 may be equipped to send commands to the oneor more lasers of the optical sensors 260. The FTCM 230 may providesafety mechanisms for the one or more lasers, including but not limitedto: (a) sending command(s) to the FSM 238 to turn off hazardous sensorfeatures when transitioning to into the integrated-platform-trainingmode and (b) sending a command to turn off the laser under variouspotentially unsafe conditions occur, such as when a laser firing signalis lost, communication with the controller is lost, transfer of controloccurs, and/or when a laser fire signal command expires.

The FTCM 230 may maintain a field of view for one or more of the opticalsensors 260. The FTCM 230 may send commands to the FSM 238 to maneuverone or more of the optical sensors 260 mounted in gimbal(s) and tomonitor sensor gimbal angles for the gimbal-mounted sensor(s). The FTCM230 may determine that the aerial vehicle 210 requires rotation toprevent the gimbal-mounted sensor(s) from reaching hard gimbal limits.The FTCM 230 may maintain one or more thresholds of gimbal-angle limits.Upon determining a given sensor's gimbal angle exceeded a correspondinggimbal-angle-limit threshold for the given sensor's gimbal, the FTCM 230may send one or more commands to the VMS 250 to adjust vehicle positionand/or azimuth. The FTCM 230 may also interface with the FSM 238 toprovide sensor data (live or stored) to the controlling platformtriggered by start and stop commands from the FCME 232 and/or GCME 282.The FTCM 232 may also provide navigation data from the VMS 250 to theone or more optical sensors 260.

The FTCM 230 may monitor fuel sensors to determine fuel consumption. TheFTCM may compare a fuel-consumption level against the requirements ofthe current mission and provide the appropriate status to the FCME 232and/or GCME 282.

The FTCM 230 may provide computing platform services, such as datasafety, message operations, and communication monitoring. The FTCM 230may enforce data safety of the computing platform by applyingcyclic-redundancy checks (CRCs) and/or boundary checking to all messagesreceived (e.g., from the ground control 270) to ensure that safetycritical data is not corrupted. The FTCM 230 may ensure safety andvalidity of commands through interlock mechanisms, and only allowcommands that are valid for the current integrated-platform mode. Theinterlock mechanisms may prevent unintended operations such asactivation of a maintenance command during operational flight.

The FTCM 230 may provide communication of vehicle commands between theFCME 232 and/or GCME 282 and the VMS 250. An example list of commandsincludes: activation or resumption of a flight plan or contingencyflight plan, tele-supervision command and control, launch commands,landing commands, pre-flight-checklist-condition verification, enginestart commands following pre-flight-checklist-condition verification,rate and position “nudge” (minor adjustment) commands concerning up tofour degrees of freedom, wave-off commands, waypoint vector commands,manual override commands, flight-route-modification commands, trainingcommands (e.g., MILES commands), emergency commands, shutdown commands,render useless commands, and anti-collision light commands. In additionto the example list of commands and other commands discussed herein,many other types of commands may be communicated between the GCME 282,FCME 232, VMS 250 and/or FTCM 230 as well.

The FTCM 230 may provide conversions to support messages to and from oneor more standard formats, such as the JAUS standard. The FTCM 230 maysupport message sequencing. After receiving a message, the FTCM 230 willverify that subsequent messages are valid for the current mode andoperations. The FTCM 230 may ensure proper reception and ordering ofmessages required to perform a given operation (such as flight planloading). In the event that the FTCM 230 determines that one or morereceived command(s) is invalid, the FTCM 230 may reject the command(s),inform the sender, and/or continue current predicable and safe operation(e.g., maintain course and speed upon reception of an invalid activationof flight plan command).

The FTCM 230 may monitor communication status of one or more data linksbetween the aerial vehicle 210 and other entities, such as one or moreground controllers (e.g., ground control 270) and record any loss ofcommunication. In particular, the FTCM 230 may report the conditionwhere the aerial vehicle 210 is not receiving communication from aground controller, but the ground controller may be receiving data fromthe aerial vehicle 210. The FTCM 230 may support “controller handoffs”;that is, allowing a first ground controller at one level to resumecontrol from a second ground controller at another level.

The FTCM 230 may support one or more render useless commands sent fromthe FCME 232 and/or GCME 282A. In response to the render uselesscommand, the FTCM 230 may send zeroize commands (i.e., commands torewrite stored data and/or software with zeroes and/or random numbers)to the VMS 250 and to all on-board instances, processes, and tasksthrough middleware software 236. The net effect of the render uselesscommand may be to cause the UAV to be worthless if the UAV is capturedor otherwise possessed by an enemy or unauthorized personnel.

The FTCM 230 may include software and/or hardware developed inaccordance with one or more development standards, such as but notlimited to the DO-178B Software Considerations in Airborne Systems andEquipment Certification. Also, the FTCM 230 may be engineered to utilizea specified amount of computing resources, such as but not limited toprocessor time/utilization percentage, memory, input/output (I/O)resources, and/or system resources, such as buffers, pages, operatingsystem tables/structures, semaphores or other mutual exclusionresources, and the like.

Example Message Architecture for an Aerial Vehicle Control System

FIG. 3 shows an example communication architecture 300 for the exampleaerial vehicle control system 200, in accordance with embodiments of theinvention. The relatively-large polygon with dashed lines shown in FIG.3 outlines components of the communication architecture 300 that arealso components of the aerial vehicle 210.

The communication architecture 300 may include at least two prioritylevels for communications. FIG. 3 shows critical data or higher-prioritycommunications communicated over critical-data pathways using dotted anddashed lines, and primary path or lower-priority communicationscommunicated over primary-path pathways using solid lines. Generallyspeaking, the communication architecture 300 uses critical-data pathwaysto transmit time-sensitive or mission-critical data between the vehicleand the ground control, including commands for the vehicle (includingsensors aboard the vehicle) and some sensor data, and the communicationarchitecture 300 uses primary-path pathways to communication informationthat is less time-sensitive.

FIG. 3 shows FCME 232 and FTCM 230 as software components sharing acommon hardware platform and software architecture. The hardwareplatform may be a pseudo-integrated computer system (PICS) with one ormore central processing units (CPUs), shown in FIG. 3 as the “PICS-CPU”layer. FIG. 3 shows a plurality of software layers supporting the FTCM230 and FCME 232, including board support package (BSP), operatingsystem (OS), and middleware layers of software. In other embodiments,more or fewer layers of software may be included in the softwarearchitecture, such as described in the '274 Application. FIG. 3 depictsthe FSM 238 as a software component of FTCM 230, and the FNS component234 as a software component of the FCME 232. In other embodiments, theFTCM 230 and/or the FCME 232 may include more or fewer hardware and/orsoftware components than shown in FIG. 3. FIG. 3 shows the commonhardware platform and software architecture equipped with video unit262.

FIG. 3 shows the VMS 250 as a software component in a separate softwarearchitecture and executing on a separate hardware platform than used forthe FTCM 230 and FCME 232. Software for the VMS 250 may execute on theVMC 252 hardware platform. The VMS 250 may have a software architecturewith two layers: a VMS OS layer and the VMS layer. In other embodiments,more or fewer layers of software may be included in the softwarearchitecture for the VMS 250 and/or may include more or fewer hardwareand/or software components than shown in FIG. 3. The VMS 250 maycommunicate with FTCM 230 and FCME 232 via one or more connectionsbetween the VMC 250 and the PICS-CPU, such as but not limited to, one ormore wires, cables, computer busses, and/or computer-network connections(either wired or wireless).

FIG. 3 shows a software architecture for the ground control processor270 with the GCME 282 and GSM 286 as software components supported bythe middleware software 288 layer, all executed by controller 280. Theground control 270 and aerial vehicle 210 may utilize radios and/orports to communicate. FIG. 3 shows the ground control with the groundcontrol (GC) radio 290 communicating with the UAV radio 264 via anetwork 292, such as a radio network. The ground control 270 may also,or instead, communicate with the aerial vehicle 210 using a wired orwireless connection to the port 240 of the aerial vehicle 210. Forexample, the port 240 may be an Ethernet port and thus the groundcontrol 270 may communicate over an Ethernet connection with the aerialvehicle. As another example, the ground control 270 may include awireless device, such as but not limited to one or more Wi-Fi, Wi-MAX,wireless local area network (WLAN), or wireless wide area network (WWAN)devices, configured to communicate with one or more similarly equippeddevices in the port 240 of the aerial vehicle 210.

FIG. 3 shows communication of GCME Control/Status between the GCME 282and the FTCM 230 via the FCME 232 along a primary-path pathway. Theground control 270 may interface with the aerial vehicle 210 via one ormore data links between the ground control radio 290 and UAV radio 264.The GCME 282 may provide a variety of commands via the data link(s) tothe FTCM 230, including but not limited to sensor commands, modes,airspace constraints, flight and contingency plans, position and ratecommands, launch and land commands, anti-collision light commands,engine and power commands, fly-the-sensor maneuver commands, andemergency commands. The FTCM 230 may provide health and statusinformation to the GCME 282. The health information may include, but isnot limited to, information about the FNS component 234, FSM 238, VMS250, and/or PICS. The status information may include, but is not limitedto training status, telemetry data, fuel status and warning, flightstatus information, airspace constraint breech information,auto-tracking status, contingency plan activation, source data, andflight plan reject/accept status.

FIG. 3 shows communication of radio configuration data along twoprimary-path pathways: one utilizing data link(s) established via groundcontrol radio 290, network 292, and UAV radio 264 and another utilizingdata link(s) established via port 240. These two primary-pathwaysconnect the FNS component 234 and the GCME 282. The radio configurationdata may control the network, communication configuration and/or the UAVradio 264.

FIG. 3 shows the GCME 282 communicating mission plans and/or softwareover the “Mission Plan & Software Load” primary-path pathway to the FTCM230 via port 240. The mission plans may include mission plans asdescribed above with respect to FIG. 2. The software may includesoftware updates to fix software errors/bugs, partially or completelyupdated software components, and/or partially or completely updatedsoftware-architecture layers for the PICS-CPU and/or the VMC 252. Newsoftware components and/or software-architecture layers may be installedaboard one or more processors aboard the aerial vehicle 210 in thisfashion as well. FTCM 230 may provide data about mission plans and/orsoftware via the Mission Plan & Software Load primary-path pathways aswell, such as but not limited to mission-plan-loading status,software-loading status, mission-plan error reports (e.g., errors informatting or completeness of a given mission plan), software errorreports, and/or software-debugging data.

FIG. 3 shows a “Sensor Control/Status” critical-data pathway between theFTCM 230 and the optical sensors 260 via FSM 238 and video unit 262. TheFTCM 230 may provide sensor commands, laser control and/or renderuseless commands to optical sensors 260 and/or video unit 262 via FSM238. The FSM 238 may provide video-sensor data (i.e., compressed video,uncompressed video, sensor health, sensor status, and/orsensor-auto-tracking status from the optical sensors 260 and/or videounit 262) to the FTCM 230. The FTCM 230 may pass part or all of thevideo-sensor data to the GSM 286 and/or GCME 282 via one or morepathways, such as the “Video FSM to GSM/Video Stream” primary-pathpathway and/or the “Critical Information” critical-data pathway shown inFIG. 3.

For example, the FTCM 230 may implement one or more “Fly the Sensor”commands by monitoring the pointing angle and field of view of a cameraof the optical sensors 260 and controlling the rotation of the vehicle,perhaps via command(s) issued to the VMS 250, to maintain the desiredfield of view.

FIG. 3 shows VMS 250 communicating “Vehicle Control/Status” with FTCM230 over a critical-data pathway. The FTCM 230 may receive vehiclecontrol and status information from the VMS 250, such as, but notlimited to, health and status of the VMC 252, telemetry data, data aboutthe position of the aerial vehicle 210, flight plan execution status,flight plan load status, fuel level and consumption data, and trainingstatus. In addition, the FTCM 230 may provide the vehicle control andstatus information to the VMS 250, such as but not limited to missionplan (flight plan, contingency plan, rate commands (as well as positioncommands translated into rate commands), launch and land commands,engine and power commands, fly-the-sensor commands, emergency commands,contingency commands, manual/remote operation commands and renderuseless commands. The FTCM 230 may pass some or all of the vehiclecontrol and status information to the FCME 232 and/or GCME 282 via oneor more pathways, such as the “Critical Information” pathway and/or the“GCME Control/Status” primary-path pathway shown in FIG. 3.

A Second Example Aerial Vehicle Control System

FIG. 4 shows an example aerial vehicle control system 400 with redundantcomponents, in accordance with embodiments of the invention. Compared tothe aerial vehicle control system 200 described above with respect toFIG. 2, the aerial vehicle control system 400 is a similar and enhancedsystem. As described herein, each components of the aerial vehiclecontrol system 400 with the same name as a component of the aerialvehicle control system 200 (i.e., the FTCMs 430 a/430 b, the FCME 432,FNS component 434, middleware software 436, FSM 438, VMS 450, VMC 452a/452 b, navigation sensors 454, training sensor 456, lights 458,optical sensors 460, video unit 462, AV Radio 464, ground-controlcontroller 480, GCME 482, GNS 484, GSM 486 and ground-control radio 490)include the same functionality as the corresponding component of theaerial vehicle control system 200 (i.e., the FTCM 230, the FCME 232, FNScomponent 234, middleware software 236, FSM 238, VMS 250, VMC 252,navigation sensors 254, training sensor 256, lights 258, optical sensors260, video unit 262, AV Radio 264, ground-control controller 280, GCME282, GNS 284, GSM 286 and ground-control radio 290, respectively) unlessspecifically stated otherwise below.

As shown in FIG. 4, the aerial vehicle control system 400 includes anaerial vehicle 410 (e.g., a UAV) and a ground control 470. The aerialvehicle 410 includes a redundant processor unit 420, a vehiclemanagement system (VMS) 450, an aerial vehicle (AV) radio 464, and oneor more sensor interface(s) 466.

The redundant processor unit 420 may have two or more processors, eachprocessor configured to execute flight management software, such as butnot limited to, one flight technical control manager (FTCM) perprocessor. Each processor of the redundant processor unit 420 may beconfigured to execute other software components as well; that is, thesoftware components shown in FIG. 4 inside of the rectangle surroundingthe redundant processor unit 420, such as but not limited to a flightcommand and mission execution (CME) component 432, a flight networksystem (FNS) component 434, a middleware software 436, a flight sensormanager (FSM) component 438, a training component 442, an integratedcomputer system (ICS) component 444, and a sustainment component 446.There may be one or more copies of each of these software componentsexecuting on each processor of the redundant processor unit 440, butonly one copy is shown in FIG. 4 for simplicity.

FIG. 4 shows FTCM 430 a and FTCM 430 b with a double-headed arrowindicating communication between the FTCMs 430 a and 430 b. The FTCM 430a and FTCM 430 b may be configured with one FTCM acting as an active“primary FTCM” and the other acting as an idle “backup FTCM”. The textbelow accompanying FIG. 4A describes the use of primary and backup FTCMsin more detail.

Each FTCM 430 a and 430 b may monitor health and status for each of theVMCs 450 a and 450 b. The primary FTCM may monitor the status of theredundant processor unit via the ICS 444; that is, the ICS 444 mayprovide at least information about the primary or backup status of eachprocessor of the redundant processor unit 420. The FTCMs 430 a and 430 bmay send and/or receive appropriate signals and monitors identified bythe Sustainment Model to and/or from sustainment 446 via FCME 432 (andmiddleware software 436). The FTCMs 430 a and 430 b may format and sendhealth and status data about the VMS 450 (include the health/status ofthe VMCs 452 a and 452 b) directly to sustainment 446.

The FTCMs 430 a and 430 b may manage optical sensors 460 and/or videounit 462 via the sensor interface(s) 466; for example, the FTCMs 430 aand 430 b may manage the auto-tracking status of a laser, perhaps viathe FSM component 438. The sensor interface(s) 466 may manage some orall of the optical sensors 460 and/or video unit 462 directly (that is,without intervention from the FTCMs 430 a and 430 b).

FIG. 4 shows the sensor interface(s) 466 may manage the training sensor456 instead of the VMS 456. The training component 442 may manage thetraining sensor 456, perhaps under the guidance of the FTCMs 430 a and430 b and/or the FCME 432 and/or GCME 482.

As indicated above, the FTCMs 430 a and 430 b include the functionalityof the FTCM 230 described above. Some of the differences between theFTCMs 430 a and 430 b and the FTCM 230 (beyond those already mentionedabove) are:

1. In addition to the integrated-platform modes described above withrespect to FIG. 2, the FTCMs 430 a and 430 b may manage live-firetraining during the integrated-platform-training mode.

2. Each VMC 452 a and 452 b may store one or more mission plans, perhapsincluding contingency flight plans. As such, the FTCMs 430 a and 430 bmay send command(s) to the VMS 450 to activate a stored mission plan.

3. The FTCMs 430 a and 430 b may perform services involving training inconjunction with training component 442. The training component 442 mayinclude a training controller. The training component 442 may beactivated and/or deactivated via command(s) sent via the FCME 432 and/orGCME 482.

4. The mission plans executed by the aerial vehicle system 400 may bemore complex than those executed by the aerial vehicle system 200. Thus,the FTCMs 430 a and 430 b may have to support loading of and managementof mission plans with more waypoints and flight patterns, along withsupporting additional mission plans (including more contingency flightplans) beyond those supported by the FTCM 230.

5. FIG. 4 shows the FNS component 434 disconnected from the FTCMs 430 aand 430 b. As such, the FTCMs 430 a and 430 b do not have access toradio configuration data, processed by the FNS component 434 under thecontrol of the FCME 232 and/or GCME 282.

6. The FTCMs 430 a and 430 b may account for redundant operations asdescribed below with respect to FIG. 4A.

7. Additional differences are described with respect to FIGS. 4A and 5below.

As shown in FIG. 4, the VMS 450 includes redundant VMCs 450 a and 450 b.The VMCs 450 a and 450 b may operate as primary and backup VMCs, such asdescribed above with respect to the processors of the redundantprocessor unit 420. Software for the VMS 450 may manage redundancy bycommunicating information between primary and backup software componentssuch as described with respect to FTCMs 430 a and 430 b.

An Example Redundant Vehicle Control System

FIG. 4A shows an example redundancy architecture 492 of redundant FTCMs430 a and 430 b and VMCs 452 a and 452 b in accordance with embodimentsof the invention. As shown in FIG. 4A and described above with respectto FIG. 4, the design of the aerial vehicle system 400 may support amulti-process/multiprocessor implementation.

The redundancy architecture 492 may indicate components as active orinactive, where active components may process data used in the operationof the aerial system 400 and the inactive components are idle. FIG. 4Ashows FTCM 430 a as a primary FTCM and VMC 452 a as a primary VMC, aswell as showing FTCM 430 b as a backup FTCM and VMC 452 b as a backupVMC. FIG. 4A shows active components FTCM 430 a, FCME 432, middlewaresoftware 436, FSM 438, training component 442, ICS 444, sustainment 446,and VMC 452 a outlined with solid lines. FIG. 4A also shows the inactivecomponents FTCM 430 b and VMC 452 b outlined with dashed lines.

To account for redundant operation of the FTCMs, the primary FTCM 430 aand the other active components 432, 436, 438, 442, 444, and/or 446 maycommunicate status and other information to the backup FTCM 430 b. FIG.4A shows communication paths from the active FTCM 430 a and the activeVMC 452 a with solid lines and shows communication paths to the backupFTCM 430 b and the backup VMC 452 b as dashed lines. The backup FTCM 430b may maintain/update internal data structures (e.g.,integrated-platform-mode or mission-plan-related data structures) basedon the information communicated from the primary FTCM. The maintenanceof data structures by the backup FTCM based on data from the primaryFTCM may enable the backup FTCM to take over (nearly) immediately fromthe primary FTCM in event of failure of the primary FTCM.

Some examples of data communicated from the primary FTCM 430 a and/orthe active components 432, 436, 438, 442, 444, 446 are to the backupFTCM 430 b are: integrated-platform-mode information, status of theprimary FTCM and the active components, commands from the FCME 432and/or GCME 482, networking and/or radio information, sensor data (e.g.,the current location, velocity and/or acceleration of the aerialvehicle, laser-tracking status, video data), sensor configurationinformation, information about the lights 458, training planinformation, information about mission plan status, vehicle commands,the status of the VMCs 452 a and 452 b, and/or SUSTAINMENT information.In addition, synchronization data 494 may be sent to the backup FTCM 430b as well. For example, one or more messages may be sent to the backupFTCM 430 b at (nearly) regular intervals as a “heart beat” indicatingthe health and activity of the primary FTCM 430 a. Primary VMC 452 a andbackup VMC 452 b communicate similar data, including synchronizationdata. Many other kinds of data may be sent to the backup FTCM 430 band/or backup VMC 452 b as well.

In operation, the backup FTCM 430 b may detect failure of the primaryFTCM 430 a and responsively transition from backup to primary while thefailed (and now backup) FTCM 430 a is evaluated and corrected. Thedesignation as primary or backup FTCM may correspond to a processor ofthe redundant processor unit 420 being designated as primary (i.e.,active) or backup (i.e., standby) by the ICS 444. Thus, one reason forthe failure of a primary FTCM is the corresponding failure of a primaryprocessor of the redundant processor unit 420. The redundant processorunit 420 may enable a backup processor to take over (nearly) immediatelyupon failure of the primary processor. In this case, the backup FTCMexecuting on the backup processor may then act as the primary FTCM oncethe backup processor becomes the primary processor.

Many other reasons for failure of an FTCM are possible as well,including but not limited to software errors in the FTCM, failure tosend and/or receive synchronization data 494 in an appropriate formatand/or within a threshold time interval (i.e., “heart beat” failure),detection of an excessive number failing internal checks or audits,unavailability of resources such as memory or processor time. Inaddition, an FTCM may change from primary to standby operation (or viceversa) upon request of a user (e.g., ground control).

A Second Example Message Architecture for an Aerial Vehicle ControlSystem

FIG. 5 shows an example communication architecture 500 for the aerialvehicle control system with redundant components 400, in accordance withembodiments of the invention. The relatively-large polygon with dashedlines shown in FIG. 5 outlines components of the communicationarchitecture 500 that are also components of the aerial vehicle 410. Thecommunication architecture 500 may include at least two priority levelsfor communications. FIG. 5 shows critical data or higher-prioritycommunications communicated over critical-data pathways using dotted anddashed lines and primary path or lower-priority communicationscommunicated over primary-path pathways shown using solid lines.

FIG. 5 shows active software components FNS 434, training component 442,sustainment component 446, FCME 432, FSM 438 and primary FTCM 430 a assoftware components sharing a common hardware platform and softwarearchitecture. More or fewer software components may share a commonhardware platform. The hardware platform may be an integrated computersystem (ICS) with one or more central processing units (CPUs), shown inFIG. 5 as the “ICS-CPU” layer. FIG. 5 shows a plurality of softwarelayers supporting the active software components, including boardsupport package, operating system, and middleware layers of software. Inother embodiments, more or fewer layers of software may be included inthe software architecture, such as described in the '274 Application.FIG. 5 shows the common hardware platform and software architectureequipped with optical sensors 460 as well.

FIG. 5 shows the backup FTCM 430 b residing on a separate hardwareplatform operating the same software architecture (i.e., having ICS-CPU,BSP, OS, and middleware software layers) that supports the activesoftware components.

FIG. 5 shows the VMS 450 as a software component in a separate softwarearchitecture and executing on two separate hardware platforms from thehardware platforms supporting the active software components and thebackup FTCM 430 b. Software for the VMS 450 may execute two hardwareplatforms: VMCs 452 a and 452 b. The VMS 450 may have a softwarearchitecture with two layers: a VMS OS layer and the VMS layer. In otherembodiments, more or fewer layers of software may be included in thesoftware architecture for the VMS 450 and/or may include more or fewerhardware and/or software components than shown in FIG. 5. The hardwareplatforms shown in FIG. 5 may communicate with each other via one ormore connections between the hardware platforms, such as described abovewith respect to FIG. 3.

FIG. 5 shows a software architecture for the ground control processor470 with controller 480 executing the GCME 482 and GSM 486 softwarecomponents supported by the middleware software layer 488. The groundcontrol 470 and aerial vehicle 410 may utilize radios and/or ports tocommunicate. FIG. 5 shows the ground control with the ground control(GC) radio 490 communicating with the UAV radio 464 via a network 492.The communication between ground control 470 and the UAV radio 464,including use of the network 492, may be as described above with respectto FIG. 3.

FIG. 5 shows communication of GCME Control/Status between the GCME 482and the FCME 432 along a primary-path pathway. The FCME 432 communicatesmission plan control and status information to the primary FTCM 430 avia a separate primary-path pathway. The ground control 470 mayinterface with the aerial vehicle 410 via one or more data links betweenthe ground control radio 490 and UAV radio 464. The GCME 482 may providea variety of commands via the data link(s) to the FCME 432 and thence toPrimary FTCM 430 a, including but not limited to sensor commands, modes,airspace constraints, flight and contingency plans, position and ratecommands, launch and land commands, anti-collision light commands,engine and power commands, fly-the-sensor maneuver commands, andemergency commands.

FIG. 5 shows communication of Radio Configuration data along aprimary-path pathway utilizing data-links between GCME 482 and FNS 434via UAV radio 464. The radio configuration data may control the network,communication configuration and/or the UAV radio 464.

FIG. 5 shows a “Laser Control & Status” critical-data pathway betweenthe Primary FTCM 430 a to the optical sensors 460 via the FSM 438. ThePrimary FTCM 430 a may provide sensor commands, laser control and/orrender useless commands to optical sensors 460 via FSM 438. The FSM 438may provide video-sensor data such as described above with respect toFIG. 3 to the Primary FTCM 430 a. The Primary FTCM 430 a and/or the FSM438 may pass part or all of the video-sensor data to the GSM 286 and/orGCME 282 via one or more pathways, such as the “Sensor Control/Status”critical-data pathway and/or the “Critical Information” critical-datapathway shown in FIG. 5. The FTCM 430 a and/or FSM 438 may implement“Fly the Sensor” commands such as described above with respect to FIG.3.

FIG. 5 shows VMS 450 communicating “Vehicle Control/Status” with PrimaryFTCM 430 a over a critical-data pathway. The Vehicle Control/Statuspathway, including communicated vehicle control and status information,may be as described with respect to FIG. 3, with the addition of dataabout the status of the redundant VMCs 452 a and 452 b. The Primary FTCM430 a may pass some or all of the vehicle control and statusinformation, along with other health and status information to the FCME432 and/or GCME 482 via one or more pathways, such as the “CriticalInformation” critical-data pathway and/or the “GCME Control/Status”primary-path pathway shown in FIG. 5. The other health and statusinformation may include, but is not limited to, availability (i.e.,active, inactive, out of service), fault/debugging data, and/or otherinformation about the FNS component 434, training component 442,sustainment 446, FCME 432, FSM 438, VMS 450, VMCs 452 a and 452 b,Backup FTCM 430 b and/or the ICS-CPUs supporting the Primary FTCM 430 aand/or the Backup FTCM 430 b. The Primary FTCM 430 may provide thevehicle control and status information to VMS 450 via VMC 452 a and/orVMC 452 b.

The Primary FTCM 430 a may communicate sustainment signals and monitors(described above with respect to FIG. 4) with the sustainment component446 over the “Sustainment Data” primary-data pathway shown in FIG. 5.

The Backup FTCM 430 b may receive data, such as described above withrespect to FIGS. 4 and 4A, from the Primary FTCM 430 a over acritical-path pathway, such as shown in FIG. 5. Similarly, the BackupVMC 452 b may receive data, such as described above with respect toFIGS. 4 and 4A, from the Primary VMC over a critical-path pathway, suchas shown in FIG. 5.

An Example Computing Device

FIG. 6 is a block diagram of an example computing device 600, comprisinga processing unit 610, data storage 620, a user interface 630, anetwork-communication interface 640, and a sensor interface 650, inaccordance with embodiments of the invention. A computing device 600 maybe a desktop computer, laptop or notebook computer, personal dataassistant (PDA), mobile phone, embedded processor, computer board (e.g.,motherboard) or any similar device that is equipped with a processingunit capable of executing machine-language instructions that implementat least part of the herein-described method 700 described in moredetail below with respect to FIG. 7, and/or any or all of theherein-described software, including but not limited to FTCMs, VMSs,software components, video units, operating systems, BSPs, middlewaresoftware, and/or software layers.

The processing unit 610 may include one or more central processingunits, computer processors, mobile processors, digital signal processors(DSPs), microprocessors, computer chips, and similar processing unitsnow known and later developed and may execute machine-languageinstructions and process data.

The data storage 620 may comprise one or more storage devices. The datastorage 620 may include read-only memory (ROM), random access memory(RAM), removable-disk-drive memory, hard-disk memory, magnetic-tapememory, flash memory, and similar storage devices (i.e., tangiblestorage media for data and/or computer instructions executable by aprocessor) now known and later developed. The data storage 620 comprisesat least enough storage capacity to contain machine-languageinstructions 622 and data structures 624.

The machine-language instructions 622 and the data structures 624contained in the data storage 620 include instructions executable by theprocessing unit 610 and any storage required, respectively, to performsome or all of the herein-described functions described with respect anyor all of the herein-described software, including but not limited toFTCMs, VMSs, software components, operating systems, BSPs, middlewaresoftware, video units, and/or software layers, and/or to perform some orall of the procedures described in method 700.

The user interface 630 may comprise an input unit 632 and/or an outputunit 634. The input unit 632 may receive user input from a user of thecomputing device 600. The input unit 632 may comprise a steering device,keyboard, a keypad, a touch screen, a computer mouse, a track ball, ajoystick, and/or other similar devices, now known or later developed,capable of receiving user input from a user of the computing device 600.

The output unit 634 may provide output to a user of the computing device600. The output unit 634 may comprise a visible output device forgenerating visual output(s), such as one or more cathode ray tubes(CRT), liquid crystal displays (LCD), light emitting diodes (LEDs),printers, lights, and/or other similar devices, now known or laterdeveloped, capable of displaying graphical, textual, and/or numericalinformation to a user of computing device 600. The output unit 634 mayalternately or additionally comprise one or more aural output devicesfor generating audible output(s), such as a speaker, speaker jack, audiooutput port, audio output device, earphones, and/or other similardevices, now known or later developed, capable of conveying sound and/oraudible information to a user of computing device 600.

Devices making up the input unit 632 and/or the output unit 634 may bedetached and/or attached to the computing device as needed via one ormore ports. For example, one or more input devices (e.g., a keyboardand/or mouse) and/or output devices (e.g., a monitor) may be attachedvia port(s) to the computing device to maintain an aerial vehicle, butdetached before the aerial vehicle attempts to take flight. The one ormore ports may be part of the computing device 600, such as ports forthe input unit 632, the output unit 634, and/or thenetwork-communication interface 640 described below.

The network-communication interface 640 may send and receive data over awired-communication interface and/or a wireless-communication interface.The data may be sent and received using digital and/or analogtechniques, and may include textual, graphical, video, audio, binarydata, and/or other types of data. The wired-communication interface, ifpresent, may comprise a wire, cable, fiber-optic link or similarphysical connection, such as a USB, SCSI, Fire-Wire, and/or RS-232connection, to a data network, such as a wide area network (WAN), alocal area network (LAN), one or more public data networks, such as theInternet, one or more private data networks, or any combination of suchnetworks. The wireless-communication interface, if present, may utilizean air interface, such as a Bluetooth™, ZigBee, Wireless WAN (WWAN),Wi-Fi, and/or WiMAX interface to a data network, such as a WWAN, aWireless LAN, one or more public data networks (e.g., the Internet), oneor more private data networks, or any combination of public and privatedata networks. In some embodiments, the network-communication interface640 may send and/or receive data over multiple communicationfrequencies, as well as being able to select a communication frequencyout of the multiple communication frequency for utilization. Thewireless-communication interface may also, or instead, include hardwareand/or software to receive communications over a data-link via anantenna.

The sensor interface 650 may permit communication with one or moresensors to permit the sensors to provide sensor data to the computingdevice 600 and/or to receive commands that permit sensor maintenance(e.g., setup commands, configuration parameter settings, and the like).The sensor interface 650 may include a wired-sensor interface and/or awireless-sensor interface. Examples of the one or more sensors include,but are not limited to, the herein-described navigation sensors, opticalsensors, lights, radios, and/or training sensors. The wired-sensorinterface and the wireless-sensor interface may utilize the technologiesdescribed above with respect to the wired-communication interface of thenetwork-communication interface 640 and the wireless-communicationinterface of the network-communication interface 640, respectively.

An Example Method for Executing a Mission Plan

FIG. 7 is a flowchart depicting an example method 700 for executing amission plan, in accordance with embodiments of the invention. It shouldbe understood that each block in this flowchart and within otherflowcharts presented herein may represent electronic hardware, such as,but not limited to, one or more components of the aerial vehicles and/orground control described above with respect to FIGS. 1-5 and/or thecomputing device described above with respect to FIG. 6, and/or computersoftware, such as, but not limited to, one or more software entities,modules, segments, layers, functions, routines, subroutines, datastructures, objects, messages, or portions of computer program code,which includes one or more executable instructions for implementingspecific logical functions or steps in the process.

Alternate implementations are included within the scope of the exampleembodiments in which functions described herein as blocks of the methodmay be executed out of order from that shown or discussed, includingsubstantially concurrently or in reverse order, depending on thefunctionality involved, as would be understood by those reasonablyskilled in the art of the described embodiments.

Method 700 begins at block 710. At block 710, a mission plan may besent. A ground control may send the mission plan. The mission plan mayinclude the components of mission plans described above, in particularwith respect to FIGS. 2 and 4.

At block 720, the mission plan may be received. The mission plan may bereceived by an aerial vehicle, such as aerial vehicle 210 describedabove with respect to FIGS. 2 and 3 or aerial vehicle 410 describedabove with respect to FIGS. 4, 4A, and 5. An FTCM, FCME, VMS and/orother software component designated as an “MP Loader” executing on adesignated processor (e.g., a PICS-CPU, VMC, an active ICS-CPU) mayreceive the mission plan. The mission plan may be loaded via a radioaboard the aerial vehicle and/or via a port of the aerial vehicle, suchas described above with respect to FIGS. 2 and 4.

If the aerial vehicle is equipped with redundant processors, theredundant processors may be synchronized and/or communicate informationbetween primary and backup processors, such as described above withrespect FIGS. 4, 4A, and 5, and particularly with respect to theICS-CPUs and VMCs. This synchronization and/or communication may occurcontinuously throughout operation of the aerial vehicle.

At block 730, the validity of the mission plan may be determined. The MPLoader may validate the mission plan, perhaps with the aid of othersoftware and/or hardware components. The MP Loader may validate themission plan on a mission-plan wide basis, a component-by-componentbasis, and/or on a data-checking basis. Validity checks on themission-plan wide basis may ensure a given mission plan has all expectedcomponents, such as flight plans or sensor plans. Example validitychecks on a component-by-component basis include: (a) determining aflight plan or contingent flight plan has an expected number ofwaypoints and (b) verifying a sensor plan or weapons plan only utilizessensors or weapons, respectively, which are aboard the aerial vehicle.Validity checks on a data-checking basis may ensure correct transmissionof the received mission plan using cyclic redundancy codes (CRCs) and/orencryption/decryption algorithms. Many other validity checks and basesfor validity checking are possible as well.

If the mission plan is determined to be invalid, method 700 may proceedto block 732. If the mission plan is determined to be valid, method 700may proceed to block 734.

At block 732, part or all of the mission plan may be retransmitted. Theground control and the MP Loader may coordinate the retransmission ofthe mission plan. Ground control may be notified which portions of themission plan are requested to be retransmitted, as well as informationabout which validity check(s) failed at the aerial vehicle. In response,ground control may retransmit part or all of the mission plan to theaerial vehicle. A partial retransmission may be attempted if validitychecks determine only part of the mission plan is invalid; e.g., ifground control is informed that only a contingent flight plan isinvalid.

Another response may be to abort transmission of the mission plan if,for example, the mission plan needs to be reformulated (e.g., a missingmission-plan component needs to be written or the mission has changed)or if a number of retransmission attempts exceeds a threshold (e.g., thesame portions of the mission plan have been resent five times).

If part or all the mission plan is to be retransmitted, method 700 mayproceed to block 710. If the mission plan is not to be retransmitted,method 700 may end. At block 734, a notification that the mission planis valid may be sent. The MP Loader and/or another software component ofthe aerial vehicle may send the notification. The notification mayinclude identifying information about the mission plan and/or the aerialvehicle (e.g., “Mission plan ALPHA-4 received and validated at UAV#33”). The notification may include timing and/or resource informationas well.

At block 740, the mission plan may be loaded into one or moreprocessors. The MP Loader may coordinate the loading of the mission planonto the one or more processors, which may include one or more ICS-CPUs,PICS-CPUs, and/or VMCs as described above with respect to FIGS. 2, 3, 4,4A, and 5 and/or a computing device as described above with respect toFIG. 6. The MP Loader and/or other software component may translate themission plan into one or more commands before transmission to theprocessor(s). The commands may be processor-independent (e.g., the samecommands are used on all types of processors) or processor-dependent.Once received, the receiving processor(s) may verify, store, and/orexecute the mission plan and/or commands.

At block 750, at least part of the mission plan may be executed.Execution of the mission plan may include executing launch and/orlift-off commands, directing the aerial vehicle to travel along one ormore flight plans of the mission plan, and/or executing one or morelanding and/or shutdown commands.

The VMS and/or VMCs described above with respect to FIGS. 2-5A maydetermine a current location of the aerial vehicle. The current locationmay be determined using one or more navigation sensors, such asdescribed above with respect to FIGS. 1, 2, and 4. The current locationmay be compared to the flight plan, and if the current location of theaerial vehicle is outside the flight plan, a contingent flight plan ofthe mission plan may be executed. The VMS and/or VMCs may determine acurrent velocity and/or current acceleration of the aerial vehicle aswell.

While traveling along the flight plan, the aerial vehicle may operate asdirected by the ground control or operate autonomously. A “hand-off”operation or command may change operation from ground-control controlledto autonomous control or vice versa.

Sensors aboard the aerial vehicle may operate during execution of theflight plan. For example, camera(s) aboard the aerial vehicle maygenerate video data. A video unit may compress and send the video datato ground control. Optical, training, and/or navigational sensors may beaboard the aerial vehicle and used as described above with respect toFIGS. 2, 3, 4, and 5. The sensors may be operated and controlledaccording to a sensor plan (which may be a component of the missionplan), as commanded by ground control and/or as directed by softwareaboard the aerial vehicle. Fuel sensor(s) may receive fuel data. Thefuel data may determine a fuel level. Processors aboard the aerialvehicle and/or ground control may communicated sensor data (includingbut not limited to video data, data from optical, navigational, and/ortraining sensors, fuel data and/or the fuel level, and feedback from thesensors). Sensor control of the aerial vehicle, e.g., fly-by-sensoroperation, may be provided as well.

Communication between software and/or hardware components of the aerialvehicle may be prioritized and/or organized along communicationpathways, such as the primary-path and/or critical-data priorities andpathways, described above with respect to FIGS. 3 and 5. Communicationmay take place according to a communication plan, such as describedabove with respect to FIG. 2. Communication with the ground control mayinclude health reports, such as described above with respect to FIG. 2.

The aerial vehicle may be equipped with one or more lights, which may becontrolled as commanded by ground control and/or as directed by softwareaboard the aerial vehicle. The lights act as anti-collision lights bybeing turned on in response to detecting a nearby vehicle or object. Thelights may be controlled by a sensor plan and/or the mission plan aswell.

The aerial vehicle may operate in an integrated-platform mode, such asthe integrated-platform modes described above with respect to FIG. 2.The aerial vehicle may receive one or more commands while executing themission plan. The commands may be executed depending on whether thecommands are appropriate for the integrated-platform mode.

The aerial vehicle may receive a render useless command, perhaps fromthe ground control or as part of a contingency plan. In response, theaerial vehicle may zeroize or otherwise scramble/self-destruct memory,hardware, and/or software of the aerial vehicle.

At block 760, a determination may be made as to whether the mission planis complete. The determination may be made based on: (a) a specificindication in the mission plan that the mission plan is complete, (b)execution of a contingent plan indication completion, (c) execution of acompletion command (e.g., render useless, shutdown or landing command),(d) an amount of time since receiving communication from the groundcontrol (e.g., if no communication received from ground control withinan hour), and/or (e) a state of the aerial vehicle (e.g., the aerialvehicle is powering off or is rendered useless). Other techniques fordetermining whether the mission plan is complete are possible as well.

If the mission plan is not complete, method 700 may proceed to block750. If the mission plan is complete, method 700 may end.

Conclusion

Exemplary embodiments of the present invention have been describedabove. Those skilled in the art will understand, however, that changesand modifications may be made to the embodiments described withoutdeparting from the true scope and spirit of the present invention, whichis defined by the claims. It should be understood, however, that thisand other arrangements described in detail herein are provided forpurposes of example only and that the invention encompasses allmodifications and enhancements within the scope and spirit of thefollowing claims. As such, those skilled in the art will appreciate thatother arrangements and other elements (e.g. machines, interfaces,functions, orders, and groupings of functions, etc.) can be usedinstead, and some elements may be omitted altogether.

Further, many of the elements described herein are functional entitiesthat may be implemented as discrete or distributed components or inconjunction with other components, in any suitable combination andlocation, and as any suitable combination of hardware, firmware, and/orsoftware.

What is claimed is:
 1. An aerial vehicle, comprising: a vehicle management system configured to navigate the aerial vehicle; and a flight technical control manager configured to: receive a mission plan comprising a flight plan, wherein the flight plan comprises one or more waypoints for a particular mission, validate the mission plan by at least determining the mission plan includes the flight plan, wherein the flight technical control manager is configured to validate the mission plan by at least one of: determining the flight plan includes an expected number of waypoints, determining the mission plan includes a sensor plan that indicates how sensors aboard the aerial vehicle should be used during the particular mission or a weapons plan that indicates how weapons aboard the aerial vehicle should be deployed during the particular mission, verifying the sensor plan of the mission plan only utilizes sensors aboard the aerial vehicle, verifying the weapons plan only utilizes weapons aboard the aerial vehicle, or determining the mission plan was correctly transmitted to the flight technical control manager using cyclic redundancy codes, encryption/decryption algorithms, or both; after validating the mission plan, execute the mission plan by at least providing the mission plan to the vehicle management system, wherein the vehicle management system is configured to direct the aerial vehicle to travel along the flight plan, determine that a current location of the aerial vehicle is outside the flight plan, and in response to determining the current location of the aerial vehicle is outside the flight plan, control the vehicle management system to execute a contingent flight plan.
 2. The aerial vehicle of claim 1, further comprising a radio, wherein the flight technical control manager is configured to communicate with a ground control via the radio.
 3. The aerial vehicle of claim 2, wherein the flight technical control manager is further configured to: determine an integrated-platform mode of operation of the aerial vehicle; receive one or more commands from the ground control; and determine the one or more commands are appropriate for the integrated-platform mode prior to controlling the aerial vehicle based on the one or more commands.
 4. The aerial vehicle of claim 3, wherein the flight control manager is configured to select the integrated-platform mode from a group including an integrated-platform-safe mode, an integrated-platform-maintenance mode, an integrated-platform-training mode, and an integrated-platform-combat mode.
 5. The aerial vehicle of claim 2, wherein the flight technical control manager is configured to hand-off control of the aerial vehicle to the ground control, the control of the vehicle management system to execute the contingent flight plan being implemented by the ground control via the radio.
 6. The aerial vehicle of claim 2, wherein the flight technical control manager is configured to receive at least part of the mission plan from the ground control via the radio.
 7. The aerial vehicle of claim 2, wherein the flight technical control manager is configured to execute the mission plan by at least providing to the ground control, via the radio, a health report for the aerial vehicle while executing the mission plan.
 8. The aerial vehicle of claim 1, further comprising a sensor, and wherein the flight technical control manager is configured to receive data from the sensor, and control the sensor.
 9. The aerial vehicle of claim 1, wherein the flight technical control manager comprises a processing unit, and the aerial vehicle further comprises data storage, and machine-language instructions, stored in the data storage and executable by the processing unit to receive the mission plan, validate the mission plate, execute the mission plan, determine that the current location of the aerial vehicle is outside the flight plan, and, in response to determining the current location of the aerial vehicle is outside the flight plan, execute a contingent fight plan.
 10. The aerial vehicle of claim 1, wherein the flight technical control manager comprises a first processing unit, and wherein the first processing unit comprises a first processor and a second processor, wherein at least one of the first processor or the second processor is configured to receive the mission plan, validate the mission plate, execute the mission plan, determine that the current location of the aerial vehicle is outside the flight plan, and, in response to determining the current location of the aerial vehicle is outside the flight plan, execute a contingent fight plan.
 11. The aerial vehicle of claim 10, further comprising at least one navigational sensor, and a second processing unit comprising a third processor and a fourth processor, wherein at least one of the third processor or the fourth processor is configured to receive navigational data from the at least one navigational sensor, determine a current location of the aerial vehicle based on the navigational data, and communicate the current location of the aerial vehicle to at least one of the first or second processors of the first processing unit.
 12. The aerial vehicle of claim 11, further comprising a fuel sensor, and wherein the second processing unit is configured to receive fuel data from the fuel sensor, determine a fuel level based on the fuel data, and communicate the fuel level to at least one of the first or second processors of the first processing unit, and wherein the first processing unit is configured to communicate the flight path to at least one of the third or fourth processors of the second processing unit.
 13. The aerial vehicle of claim 1, wherein the mission plan further includes at least one of: the contingent flight plan that comprises one or more waypoints, one or more maneuver constraints for flight of the aerial vehicle, or both, a communication plan that includes at least one of information to be communicated, times and devices for communication, communication identification information, communication frequencies, or security information for communication, the sensor plan that indicates how a sensor aboard the aerial vehicle should be controlled during execution of the mission plan, or the weapons plan that indicates how sensors, communication equipment, or weapons aboard the aerial vehicle should be deployed during execution of the mission plan.
 14. The aerial vehicle of claim 1, wherein the contingent flight plan includes a plan to at least one of land the aerial vehicle, hover the aerial vehicle, continue the flight plan, or fly the aerial vehicle to a rally point.
 15. The aerial vehicle of claim 1, wherein the flight technical control manager is configured to determine that the current location of the aerial vehicle is outside the flight plan by at least determining the current location of the aerial vehicle is within a threshold distance of a boundary indicated by the flight plan or is past the boundary.
 16. The aerial vehicle of claim 1, further comprising a fuel sensor, wherein the flight technical control manager is further configured to control the vehicle management system to execute the contingent flight plan based on information from the fuel sensor.
 17. The aerial vehicle of claim 1, wherein the flight plan comprises one or more maneuver constraints, wherein each of the one or more maneuver constrains specifies at least one of a boundary for the aerial vehicle during the mission plan, a minimum speed, a maximum speed limits, or a sub-flight plan.
 18. A method for executing a mission plan, the method comprising: receiving the mission plan at an aerial vehicle, wherein the mission plan comprises a flight plan, wherein the flight plan comprises one or more waypoints for a particular mission; determining, with a flight technical control manager, that the mission plan is valid, wherein determining the mission plan is valid comprises determining the mission plan includes the flight plan, and at least one of: determining the flight plan includes an expected number of waypoints, determining the mission plan includes a sensor plan that indicates how sensors aboard the aerial vehicle should be used during the particular mission or a weapons plan that indicates how weapons aboard the aerial vehicle should be deployed during the particular mission, verifying the sensor plan of the mission plan only utilizes sensors aboard the aerial vehicle, verifying the weapons plan only utilizes weapons aboard the aerial vehicle, or determining the mission plan was correctly transmitted to the flight technical control manager using cyclic redundancy codes, encryption/decryption algorithms, or both; after determining the mission plan is valid, executing the mission plan by at least providing the mission plan to a vehicle management system of the aerial vehicle, the vehicle management system being configured to navigate the aerial vehicle, wherein the vehicle management system is configured to direct the aerial vehicle to travel along the flight plan; with the flight technical control manager, determining that a current location of the aerial vehicle is outside the flight plan; and in response to determining the current location of the aerial vehicle is outside the flight plan, controlling, with the flight technical control manager, the aerial vehicle to execute a contingent flight plan.
 19. The method of claim 18, further comprising: determining that the mission plan is not valid; and responsively requesting retransmission of at least part of the mission plan. 